Safety appliance for railways.



0. J. 'KINTNER, SAFETY APPLIANCE FOR RAILWAYS. APPLICATION HLBD APR.14,1903. RENEWED JAN. 25, 1904.

91 5, 1 8 8. Patented Mar. 16, 1909.

4 SHEETS-SHEET 1.

E s q WITNESSES: N k INVENTOR d/w /gaz 21 O THE NORRIS PETERS co.,WAsNlNcrnN, A c.

WITNESSES:

0. J. KINTNER.

SAFETY APPLIANCE FOR RAILWAYS,

APPLICATION FILED man, 1903. RENEWED JAN. 25, 1904.

I Patented Mar. 16, 1909.

4 SHEET8.SHEBT 2.

1m: "cams rzrsns :04, WASHINGTON, n. c.

c. J. KINTNER. SAFETY APPLIANCE FOR RAILWAYS. I APPLICATION IILEDAPR.14, 1903. RENEWED JAN. 25, 1904. 915.188: Patented Mar. 16, 1909.

4 SHEETS-SHEET 3.

WITNESSES: [NVENTOR ms NoRRls PETERS co., \vAsHlNarmv, n. c.

G. J. KINTNER.

SAFETY APPLIANCE POE RAILWAYS.

APPLICATION FILED APE.14, 190s. RENEWED JAN. 25, 1904,

Patented Mar. 16, 1.909.

4 SHEETS-SHEET 4.

INVENTOR F E NQ Q E E a @M 1 l Q kk :w

\w \\l \w 1/ IIIIIIIIFIII llllll WITNESSES:

THE mamas PETERS 9a.. wnsumorun orc.

CHARLES J. KINTNER, OF NEW YORK, N. Y.

SAFETY APPLIANCE FOR RAILWAY S.

Specification of Letters Patent.

Patented March 16, 1909.

Application filed April 14, 1903, Serial No. 152,494. Renewed Januar'y'25, 1904. Serial No. 190,6I6.

To all whom it may concern: 7

Be it known that 1, CHARLES J. KINTNER, a citizen of the United States,residing at New York, borough of Manhattan, county and State of NewYork, have made a new and useful Invention in Safety Appliances forRailways, of which the following is a specification.

My invention is directed particularly to appliances for preventingcollisions between cars or trains traveling over the same track and tothis end it -cons'istsfirst, m novel means for automatically givingwarning to an engineer or motorman of the presence of a car or train inadvance second, in novel means lor automatically stopping a car or trainwhen it approaches too closely to aicar or train in advance, should themotorman or engineer fail to :observethe danger signal set by theprecedin" car.

My invention will be fully understood by referring to the accompanyingdrawings, in which,

Figures land 2 illustrate diagrammatically, when placed end to end withFig. 1 upon the left, a system of electric railways and two carstraveling thereover with my novel apparatus applied thereto. Fig. 3 isan enlarged sectional view taken through Fig. 1 on the'line XXillustrating in elevation-al view the front end'ol a car and asemaphorepost with a semaphore and its operating mechanism, together with theautomatic means carried by car for stopping it, the semaphore ,post anda portion "of the car being broken away for thepu'rp'ose of illustrating the structural arrangement of the entire apparatus, the electricalcircuits being shown in diagrammatic view, and the semaphorecon-trolling solenoid or electro'motive device and its support insectional view. Fig. 4 is a plan view of the semaphore post as seenlooking at Fig. 3 from the top toward the bottom of the drawing, part ofthe interior structural apparatus of the semaphore Inech anism beingshown in dotted lines, a lamp box attached to one side of the semaphorehood and the switch operating arm of the automatic controller carried bythe car for stopping it being shown in lull lines, and the free end ofsaid switch operating arm in dotted lines. Fig. 5'is an enlargedsectional view taken through the switching rod which controls themovement of the automatic controller arm carried by said rod means inthe nature of a wheel for manually operating this rod being shown infull lines and a portion of the switch operating arm in dotted lines.Fig. 6 is a diagrammatic view illustrating a modified form of theinvention #as applicable to motor-cars, engines or trains propelled bymeans and sources of motive power carried wholly by the-car, such, forinstance, as steam, gas, air, storage batteries, or the like, two ofsuch cars being diagram matically illustrated in this view-ol' thedrawing also. Fig. 7 is a diagrammatic View similar to Figs. 1 and 2 ofa modified form-of the invention illustrating its application and usewith alternating currents; and, Fig. 8 is an enlarged detail viewillustrating a modified form of differential elec'tro'-tn?1otive deviceand its circuits and circuit connections for operating a signal by thepresence of a car upon a corresponding section of the track.

For a full and clear understanding offthe invention, such as will enableothers skilled in the art to construct and use the same, reference ishad to the accompanying drawings, and first to Figs. 1 and 2 the formerbeing placed to the left or the latter in such manner as to make thesystem continuous. r, 7 represent the tram or service rails of arailway, said tram rails constituting the usual line of way, and tathird rail or tro-lle y conduct-or located preferably to one side of therail 7". D is a ower house dynamo or generator having its positive poleconnected by a branch feeder f to the third rail or conduc't'or t andits negative pole by a branch feeder f 2 to the tram 01" service rail 4"which is bonded throughout its length in the usual manner and provided,it need be, with an additional conducting surface in the nature of abroad fiat copper strip secured either to one flange or web of the railthroughout its length by screws passing through oblong slots closelyadjacent to the ends or the rails; or, located entirely beneath thebottom surface thereof between it and the ties in such manner as toy'ilii-rea'r hoods or covers H, H, as clearly thereto.

illustrated in detail in Figs. 3 and 4, said posts being provided withdoors and lock and key attachments (not shown) for enabling onlyauthorized persons to obtain access These posts are located preferably adistance from the outgoing end of each section sufficient to warrant thefact that a car C or C will stop after the motive power has beenautomatically cut off on passing any exposed semaphore or signal and thebrakes appliedas will be described later onbefore the rear-wheels ofsaid car ass out of the section. This distance wil be elected by theengineer constructing the road and will generally be dependent upon thelength of the cars or trains to be run. W represent the car-wheels anda, a, the axles thereof, the structural arrangement being such that saidcar-wheels and axles constitute good conductors for the current whichoperates the signaling and car-stoppingapparatus. w is a conductorrunning in each instance from one end of the sectional rail r to thesemaphore or signal post where it is connected directly to one of thecommutator brushes of the generator part of a motorgenerator G. c, 0,etc. are branch conductors attached to and located near the outgoing endof each sectional rail 1 and provided with contact points p, 1), etc.adapted to contact with switches s, 8, etc. said contact points andswitches 8 being located preferably within the semaphore posts P, asshown in Fig. 3, the function of these switches 8, contact points p andbranch conductors a being to connect in series any two or more of thesectional rails r 1 and to discon nect the corresponding signalapparatus. The motor parts of the motor-generators G are connected bycommutator brushes directly with the third rail or conductor 25 throughconductors to, and switches 8 on one side, and by switches 8 fuses f andreturn conductors 9 directly to the tram or service rail 1" on the otherside which constitutes the return circuit for the entire system. Themotor portions of these motor-generators are, therefore, it is apparent,in multiple arc relation with the third rail or conductor t whichsupplies the power or working current to the motors on board of the carsthrough contact shoes or current collectors 1, 2, service conductors 3,3, controller K,

motor M, to the axles a in the usual manner. 55

B is a switch included in the conductor 3 and consisting of goodconducting yielding springs, the free ends of which rest upon copper orother good contacting points y, y, said switch being supported by a rodR, (see Fig. 3) journaled vertically in the motormans cab of the car andhaving adjustably attached to its upper or exposed end by a sleeve A andset-screw ,q a controller or switching arm A adapted to extend outwardinto the path of operating devices or trips located beside the track. Tis a manual operating wheel or handle on the rod R accessible to themotorman and in close proximity to the usual manual motor controller K.V is a valve attached to the lower end of the operating rod R andlocated in the exhaust train-pipe TP, said valve being normally closedwhen the apparatus is in the position shown in all of the figures of thedrawings, but particularly in Fig. 3. These parts just describedconstitute as a whole the automatic controller or governing the movementof the vehicle over the line of'way. E is a solenoid coil which,together with its movable core, constitutes electrical trip operatingmeans, and is provided with differential or double windings, said coilbeing secured in the manner shown in Fig. 3 and the ends of saidwindings connected respectively, one set in a closed circuit iv with thegenerator portion of the motor-generator Gr, so that so long as saidmotor-generator is operating current will flow continuously through thiscoil of the solenoid; the other coil of said solenoid is normally openand is connected through the generator of the motor-generator directlyto the conductor w on the one side running to the end of the nextsectional tram-rail r in advance and on the other side through theswitch 8 the fuse and common return or earth wire 9 to the rail '1", thearrangement being such that when any car is standing upon a section thewheels and axles thereof will close the circuit between the service ortram-rail r and that particular sectional service or tram-rail r andcause a current to flow in reverse direction to that which iscontinuously flowing through the coil connected in closed circuit towith the motorgenerator G. m represents the solenoid core which issecured to or constitutes a part of accurately trued guide-rods t, 11,adapted to move vertically between pairs of brass guiderolls 7m, 1m,with as little friction as possible. The upper end of the guide rod 'iis connected by a cord 7r directly to a pulley j on a shaft whichsupports a semaphore or trip S, the journals of said shaft being provided with ball bearings, not shown, so as to minimize the frictionalmovement thereof.

2 is an adjustable counter-weight for accurately adjusting the relativeweights of the parts so as to operate in the best possible manner.

F is a red flannel flag secured to the lower edge of the semaphore Swhich is also preferably of red color.

L is a lamp-box secured at the lower edge and on one side of the hood orcover H containing a lamp adapted to emit light through two clear orwhite glass panes, one in the front of the box and the other on theopposite side of the hood H.

0 is a red glass pane secured to the upper edge of the semaphore S, thearrangement being such that when the semaphore is in the lower positionas shown in Fig. 3 the lamp in the box L, which may be an oil lamp orelectric if preferred, will cause the signal to give red rays indicatingdanger.

It will be apparent to those skilled in the art that the parts of thesignal indicated by the letter 0 and the corresponding opening in theside of the hood H for admitting of the use of the same as a nightsignal with the lamp L may be utilized after the manner of the wellknown form of disk signal, known generally in the art as the Hallsignal, as

disclosed in various U. S. patents, and found isn general public usethroughout the United tates.

In existing systems of electric railways of the third rail type it iscustomary to utilize currents of relatively high potential varying from500 to 750 volts. It would, therefore, be impracticable to utilizecurrents of such relatively high voltage in connection with thesectional tram-rails r r owing to the fact that these rails are notusually well insulated,

being generally spiked directly to wooden ties consequently, I make use,in this connection, of motor-generators G, the motor parts of which areadapted to be driven by currents of the same voltage as are the motors Mon board of the cars, and as above indicated of relatively high voltage.The generator parts of these motor-generators are designed to generatecurrents of relatively low voltage and the desired quantities, say inthe neighborhood of from 1 to 10 volts and 4 to 20 amperes, so that allof the conductors to, w w and their associated switches s, s s fuses fand common return wires 9 should be of good current carrying capacityand all of said conductors correspondingly well insulated. Theconductors w, w, 9 and 0 running from the third rail t, tram-rails r, rto the semaphore posts should be well insulated and inclosed preferablyin armored conduits between their points of attachment to said rails andthe switches in said posts.

The operation is as follows :-In all of the semaphore posts where nocars are traveling over the sections corres onding thereto the semaphorearms S are he d in their concealed or upper positions, as shown indotted lines in Fig. 3' and in full lines in Fig. 2, owing to the factthat the motor-generators being conti-nuously in operation there isflowing through the generator portions thereof and, consequently,through the corresponding solenoid coils of the solenoids orelectromotive devices E, by way of circuits w w sufficient current tomaintain said semaphores in their upper positions against thepredetermined weight of the semaphores over and above the weight of theadjustable counterweights 2. As soon, however, as a car enters asection, as is the case in Fig. 2 of the drawings, a branch circuit isestablished from one commutator brush of the generator part of themotor-generator G by way of the conductor w (see Fig. 1) through theoppo sitely wound coil of the electromotive device or solenoid E totheswitch 8 fuse f, earthwire 9, tram-rail 7, wheels Vi, W and axles a, a,of the car C sectional rail 1*, conductor w switch 8, to the othercommutator brush of the generator of the motor-generator; consequently,the differential effect of the current through the two windings of thesolenoid or e-lectromotive device E is such as to nullify the currenteffects of the normally closed control circuit and demagnetize the corem, thereby allowing the predetermined weight of the semaphore or triparm S to prevail and cause the same to act as a power device of anothercharacter so as to drop into the exposed position shown in full lines inFigs. 1 and 3; hence the motorman on board of the car C followingobserves the semaphore and also the red flag F at the lower edgethereof. If at night time, he observes the red light or signal, owing tothe fact that the red glass 0 carried by the semaphore arm S has passedbetween the two transparent or white glass panes at the lower edge ofthe hood H and into the path of the rays of light passing to therear-ward from the lamp or signal inclosed in the lamp-box L. It will beapparent, therefore, that the trip operating arm S and the signalembracing the parts just referred to are operated in unison. Should themotorman fail to observe this signal and his car continues to advancethe switch or controller arm A carried by the rod R ultimately comesinto mechanical contact with the free end of the semaphore arm or trip Sas clearly indicated in Figs. 1 and 3 and, therefore, rotates the sameto the rearward, thus causing the switch B to be rotated through anangle approximating 90 thereby operating the automatic controller andeffectually rupturing the circuit 3 at the contacts y, y, and at thesame time opening the exhaust valve V in the train-pipe TP so that thebrakes are applied in the well known manner generally used for applyingairbrakes; such for instance, as those of the lVestinghouse type. Thecar is, therefore, immediately brought to a stop before the front-wheelsthereof reach the incoming end of the next section in advance, thusleaving it in the position to continue to maintain its semaphore signalin the rear in the same position as that now shown in Fig. 1, or danger.The motorman, therefore, permits his car to remain in the positionindicated until the signal is restored to safety which occurs when thecar 0 passes out of the section over which it is now moving and into thenext section in advance, at which time the semaphore arm S and flag F(Fig. 1) will be restored to their positions of safety as before, owingto the action of the current from the motor generator through thecontinuously closed circuit w and one of the solenoid coils only. Whenthis occurs the motorman then rotates the handwheel T (see Figs. 3 and5) from left to right until the index or arrow thereon indicates thefact that the switching arm A. carried at the upper end thereof is inthe position shown in Fig. 3 and the switch B in operative contact withthe metal contacts y, y, again restoring the circuit through the motorson board of his car, after which he may operate his manual controller Kin the usual manner and proceed. The car C having passed into the nextsection in advance the semaphore arm or trip S in Fig. 2 is, for reasonsabove pointed out, moved into the position of danger or the same as thatnow shown in Figs. 1 and 3, thus giving warning to the motorman on thefollowing car C that car C is now upon the section just referred to.

In Figs. 1, 2 and 3 I have shown fuses in the common earth or returnwire 9. These fuses which may be replaced by any automatic cut-outdevices have an especial function in that they prevent damage to theapparatus in the event of a short circuit being had between the thirdrail or conductor 1; and any one of the sectional tram or service railsT in which event the fuse will be blown, thereby instantaneouslystopping the motor generator of the particular block section and causingthe semaphore arm S to appear at danger.

Should any semaphore or any part of the signaling and stationary carstopping apparatus embodied in the semaphore post P be renderedinoperative or ineffective, as for instance, in the manner justindicated, it only becomes necessary for an authorized personto open thedoor of the semaphore post (see Fig. 3) and turn the switch .9 intocontact with the contact point 1), thereby connecting the two adjoiningsectional rails r 1" in series relation and making the next apparatus inthe rear the operative apparatus for the two block sections thus united,at the same time disconnecting the earth or return circuit of theparticular apparatus just disconnected by opening the switch 8 In orderto avoid the semaphore arm S appearing at danger under these conditionsit is only necessary to rotate said arm to its extreme left-handposition past its center of gravity, or to adjust the counter-weight zto such a position as will hold it in its upper or concealed position.

In Fig. 6 of the drawings 1 have illustrated a modified form of theinvention adapted especially for use with cars or trains which arepropelled in each instance by motors and a source of power carriedwholly thereby, such for instance as a steam engine, gas engine,compressed air, or storage batteries. In this instance the local lowpotential sources of electrical energy G which control the movements ofthe signals or semaphores and hence the operation of the switching armscarried by the cars are storage or primary batteries having sufficientcurrent capacity to perform the desired effect. These batteries areconnected each to one coil of its solenoid E in a continuously closedcircuit to as before and to the other differentially wound coil by aconductor e0 to the end of the next adjoining sectional tram or servicerail T the other end of said coil being connected as before to the rail7' through an earth wire 9 and switch 8 the switch 8 being provided asin the other modified form of the invention for disconnecting thesemaphore operating apparatus and connecting the two adjoining sectionalrails r 1' in series relation, the switch 8 being designed fordisconnecting the earth wire. The other features of this modified formare not substantially different from those disclosed in the firstdescribed form of the invention, and the switching arm A of theautomatic controller is connected to a switching or controller red It asbefore which in turn is connected directly either to the throttle valveor other valve or switch for automatically controlling the applicationof the applied power and also to the air or other brakes in a mannerwhich will at once be obvious in view of what has been heretofore saidin connection with the brakes in the first described modified form ofthe invention. The operation of this modified form is not substantiallydifferent from that disclosed in the first form, it bein understood,however, that the batteries G are local, one in each semaphore post, andsupplant or take the place of the generator parts of the motorgenerators G illustrated in Figs. 1, 2 and 3. Where storage batteriesare used they may be either transported to the semaphore posts onhand-cars, or by other means; or a low voltage generating circuit mightextend over the entire route and be connected to the batteries byswitches at such times as it becomes necessary to recharge them, suchmatters being obvious to those skilled in the art.

In Fig. 7 I have illustrated a still further modified form of theinvention adapting it for use with alternating electrical currents. t,as before, is the current feeder, in this instance connected directly toan alternating current generator of the desired voltage and G, G, G arethe current potential reducing devices here shown as converters ortransformers having their primary circuits connected in multipledirectly to the feeder t on one side and to the return or tram-rail r onthe other f, f, being fuses or automatic cutout devices as before andserving the same function as they served in the modified forms shown inFigs. 1 and 2. The electromotive devices which control thehnovements ofthe semaphore arms or trips S are in this tram-rail r in advance.

instance composed each of two independent solenoid coils E, E havinglaminated cores 'm, m connected to cords on the opposite sides of thepulley The coil E is located in a permanently closed circuit w with thesecondary of the converter or current potential reducing device G, thecoil E being connected on one side directly to the secondary of theconverter and on the other by way of the conductor w switch 8 to theincoming end of the next sectional service or 8 s are switches fordisconnecting the continuously closed circuits e0 103. The operation ofthis modified form of the invention will be entirely obvious to thoseskilled in the art it being apparent that the high potential currentstransmitted through the primary coils of the current potential reducingdevices G set up in the secondary coils currentsof relatively lowpotential, one set of currents passing constantly through the closedcircuits to and the solenoids E, while the companion or differentiallyacting set of currents will pass through the coils E when a car C ispassing over a given section, in which event the differential action orpull of the two solenoids is such, upon the laminated cores m, m thatthe weighted semaphore arm or trip S will assume the position shown onthe extreme left and be located in the path of the switch or controllerarm A on the car C As the car C advances it will ultimately enter thenext section in front and in like manner .cause the semaphore arm ortrip S of that section to assume the position of danger, owing to thedifferential action or pull of the two solenoid coils E, E upon theircores 'm, m In the meantime the semaphore arm or trip S on the left willhave been restored to safety, owing to the action of the coil E in thecontinuously closed circuit 103. As before described in connection withFigs. 1 and 2, should a short circuit occur between any part of the highpotential circuits and any one of the sectional rails r, or otherattached conductors, the low resistance offered thereto will necessarilyblow the fusef, thereby disconnecting the primary of the converter and,consequently, discontinuing the current flow in the secondary coilthereof, so that the semaphore will naturally be at once placed atdanger, in which event the fuse may be restored, but if the damage hasbeen serious the switch s may be turned so as to connect the conductorto with the branch conductor 0, thus uniting the two sectionalconductors in series and constituting the next semaphore in the rear asignal for the united sections which now act as one block.

In S of the drawings I have illustrated a further modified form ofdifferential elec tromotive device for controlling the movements of thesemaphore arms. In'this in stance I have replaced the solenoids, whichheretofore have been described as the elec tromotive devices for movingthe trips or semaphore arms,- by aseries wound rotary motor E, in whichthere is a double or differential winding from the poles of the local oroperating generator G The circuit con nections in other respects aresubstantially the same as those disclosed in connection with thehereinbefore described modified forms of the invention, it beingapparent that when there is no car on any section, all of the trips orsemaphore arms S will be held at their upper or concealed positions, asshown in dotted lines by reason of the action of the rotary armature ofthe motor through the pinion g and gear-wheel 9 attached to the shaftwhich supports the semaphore arm S. This constant tendency to rotate thesemaphore arm is due to the action of the constantly closed circuit fromthe battery G through the conductors w? and one series winding of themotor. When the car C enters the corresponding section, as shown, adifierential branch is closed by way of the conductor w through theother or series differential winding of the motor, conductor w sectionaltram-rail r car-wheels and axles a, return rail 1" and earth wire g,- sothat when both differential currents are flowing the weight of thesemaphore, acting as a power device of another character, will besuflicient to rotate it into the danger and stopping position as shownin fulllines, In those modified forms of the invention wherein currentpotential reducing devices are utilized they have all been shown ashaving their motors or primary circuits in multiple arc relation withthe current feeder t and the return or service rail 7' which is thepreferred arrangement.

I do not limit my invention to any of the especial details ofconstruction shown in the accompanying drawings and hereinbeforedescribed, as obviously a number of the features thereof might bedeparted from and still come within the scope thereof and within theskill of those versed in the application of electrical energy generally,it being apparent to those skilled in the art, to make a singleillustration, that there are many modifications of generating devicesfor converting high potential currents, both alternating and direct,into low otential cur rents so as to make them avai able under all ofthe conditions hereinafter claimed, and my claims are designed to be ofsuch scope as to include all such modifications and adaptations.

I am aware that it has heretofore been proposed to utilize differentialelectromotive devices for controlling railway signals in the mannerdescribed and shown in U. S. patent to S. C. Hendrickson, No. 276,038,of April- 17th, 1883, and I makeno claim hereinafter broad enough to beanticipated by anything found in said patent, the arrangement ofcircuits and circuit connectionstherein being such that two completesets of differential electromotive devices are necessitated for eachblock section to effect what may be termed a block signal result for afollowing train, the distance between which sets shall be such that thefront end of a train must reach the outgoing set before the rear endthereof leaves the set last passed; my invention contemplating in thisparticular an arrangement of circuits and circuit connections withdifferential devices and one or more sources of electrical energy forcontrolling the display or movement of railway signals in such mannerthat the block signal sections may be of any desired length andcontrolled each by asingle differential electromotive device, theespecial points of novelty .in this respect being particularly pointedout in the claims which follow.

I believe it is also broadly new with me to combine a source ofrelatively high electrical potential and current potential reducing devices in direct circuit connection with electromotive devices for makingit possible to utilize the tram or service rails of an electric railwayas a part of the signaling circuit and without the intervention ofrelays or circuit making and breaking contacts, and in such manner as toutilize directly a part of such current of reduced potential topositively control the movements or display of the signaling devices,and my claims are generic as to this feature. Nor do I limit myself toany especial type of signal, my invention being applicable with signalsgenerally, whether audible or visual.

I am aware that prior to my invention attempts have been made to operateor control railway signals by electrical currents produced by dynamoelectric generators both of the direct and alternating current type byfirst generating currents of high electrical potential and afterwardreducing such current potential at intervals along the road to lowvoltage and conveying the same to sectional tram or service rails towhich electric relays were permanently connected, the arrangement beingsuch that when a car or train entered upon any section the currents oflow potential would be short-circuited to that particular relay, and Imake no claim hereinafter broad enough to include any such method ofoperation or structural apparatus, my most generic claim in thisparticular being directed to means for controlling the display oroperation of railway signals by electrical currents of low potentialthrough the agency of an electromotive device having two circuitsdesigned to convey said currents from a source of electrical energy, oneof which circuits is permanently closed through the electric-motivedevice and the other normally open but connected to the electromotivedevice, the source of electrical energy and also at its opposite ends toparallel conductors extending over the road-way, the arrangement beingsuch that movable circuit closing devices carried by or moving with thecar or train, such for instance as the wheels and axles thereof, willclose the normally open circuit and cause the signal to be operated ordisplayed, the normally closed circuit being so arranged, ashereinbefore described, as to hold or display the signal normally atsafety.

Having thus described my invention what I claim and desire to secure byLetters Patent of the United States is:

1. A railway signal operatively connected to a single differentialelectromotive device having one of its differential circuits permanentlyclosed through a source of electrical energy and the other connectedalso to said source of electrical energy and to two parallel contactingelectrical conductors extending for a definite distance over theroad-way; in combination with circuit closing means carried by ormovable with a car or train for closing said second differentialcircuit.

2. A railway signal operatively connected to a differentialelectromotive device having one of its differential circuits permanentlyclosed through a source of electrical energy and the other connected toa source of electrical energy normally open but connected to aninsulated section of one of the tram or service rails on one side and tothe other tram or service rail on the other side; in combination withthe wheels and axles of a car resting thereon.

3. A railway system embracing a pair of tram or service rails one ofwhich is divided into insulated sections; in combination with a signalone for each section and a differential electromotive device forcontrolling the display of said signal, one of the differential circuits being permanently closed through a source of electrical energy andthe other con nected to the source of electrical energy in open circuit,one end thereof being connected to a sectional tram or service rail andthe other end to the remaining tram or service rail.

4. A railway system embracing two lines of tram or service rails one ofwhich is divided into insulated sections each electrically connectedthrough one differential-circuit of a differential electromotive deviceand a source of electrical energy to the other tram rail, the otherdifferential circuit being in.- cluded in a permanently closed circuit,the movable part of said electromotive device being operativelyconnected to a signal and the arrangement such that under normalconditions the signals all remain at safety under the influence of thepermanently closed differential circuits and are displayed at dangerwhen a car or train passes over the block section corresponding to thatparticular signal.

5. A railway system embracing a pair of tram or service rails one ofwhich is divided into insulated sections electrically connected each toone differential circuit of an electromotive device included also incircuit with a source of electrical energy and the other tram rail, theother differential circuit being permanently closed through the sourceof electrical energy and the movable part of the electromotive deviceoperatively connected to a semaphore arm in combination with a movingcar or train provided with means for disconnecting its motor from itssource of motive power, said means being provided with a switching armextending into the path of the free end of the semaphore.

6. A railway system embracing a series of signals each operativelycontrolled by a differential electro motive device, one branch of whichis included in a permanently closed circuit with a source of electricalenergy, the other branch thereof being included in circuit with a sourceof electrical energy, an insulated track section and a return track railparallel with the first-named insulated track section.

7. In a railway system a signal controlling electro-motive device havingtwo circuits one of which is permanently closed through a source ofelectrical energy of relatively low voltage and the other including thesame source of electrical energy and connected at its opposite ends toparallel track or service rails; in combination with circuit closingmeans carried by or movable with a car or train.

8. A railway signal operatively connected to an electro-motive devicehaving two circuits one of which is permanently closed through a sourceof electrical energy of relatively low voltage and the other includingthe same source of electrical energy and connected at its opposite endsto the parallel tram or service rails; in combination with an automaticcut-outdevice included in the latter circuit and adapted to rupture thesame on the passage of an abnormal current there through.

9. A railwaysignal operatively connected to a diilerentialelectro-motive device having one circuit permanently closed through asource of electrical energy and the other through the same source ofelectrical energy with its opposite ends connected to the parallel tramor service rails; in combination with an automatic cut-out deviceincluded in the latter circuit and adapted to rupture the same on thepassage of an abnormal current therethrough.

10. A railway system embracing two lines of tram rails one of which isdivided into insulated sections; in combination with a source ofelectrical energy of relatively high voltage operatively connected witha third rail or conductor and the continuous tram rail; a series ofcurrent potential reducing devices located at points approximating theends of the sectional tram rails; the secondaries of said currentpotential reducing devices being included each in a normally closed anda nor mally open circuit with a differential electromotive device themovahle parts of which are operatively connected to a signal, thenormally open circuits being connected re spectively to the sectionaland continuous tram-rails.

11. A railway system embracing a power house generator; a third rail orconductor operatively connected thereto; a pair of tram or service railsone of which is permanently connected to the power house generator andthe other of which is divided into insulated sections; a series ofcurrent potential reducing devices located at intervals along the routehaving their primary circuits connected directly to the high potentialcircuit and their secondary circuits connected in multiple withdifferential electromotive devices operatively connected to signals, onebranch of each electromotive device being permanently closed and theother normally open and including the insulated sectional rails and themain or return rail.

12. A railway system embracing two lines of tram or service rails, oneof which is divided into insulated sections; in combination with signalsand controlling electromotive devices therefor operatively connectedeach to a source of electrical energy, a sectional tram rail and thecontinuous tram rail; together with switches for connecting two or moreof the sectional tram rails in series relation and disconnecting thecoresponding signals.

13. Means for automatically stopping a car consisting of a verticallyjournaled rod extending through the top of a car and operativelyconnected to means for disconnecting the motor thereof from its sourceof motive pov. er; together w ith means operatively connected to thesame rod for operating the airvalve of an air-brake, said rod beingprovided at its upper end with a switching arm extending laterally intothe path of means located beside the track in combination s ith ahand-wheel located accessible to the motorman for manually controllingthe movements of the aforesaid parts.

14. Means for automatically stopping a car consisting of a verticallyjournaled rod extending through the top of a car and operativelyconnected to means for disconnecting the motor thereof from its sourceof motive power together with means operatively connected to the samerod for operating the airvalve of an airbrake,' said rod being providedat its upper end with a switching arm extending laterally into the pathof means located beside the track; in combi nation with a hand-whcellocated accessible to the motorman for manually controlling themovements of the aforesaid parts, said hand-wheel being provided with anindex for indicating its position.

15. A railway system embracing a main line of tram or service railscontinuous throughout its length and electrically connected to one poleof a power house generator; a second line of tram or service railsdivided into insulated sections; semaphore signal posts located atpoints near the ends of said sections and inclosing current potential reducing devices operatively connected in cir cuit with a third rail orconductor extending over the route; differential electromotive devicesinclosed in said semaphore posts, the dillerential circuits thereofbeing connected, one in each instance, in closed circuit with thecurrent potential reducing device and the other in open circuit with asectional rail and the continuous tram rail; together withsem a phorearms journaled in said semaphore posts and operatively connected to themovable parts of the electromotive devices said semaphore arms beingnormally held in concealed position within the posts.

16. A railway system embracing a pair of tram or service rails one ofwhich is continuous throughout its length and the other divided intoinsulated sections; a relatively high potential alternating currentfeeder extending over the route; a series of converters having theprimaries thereof electrically connected with the high potentialcircuit, the secondaries of said converters being of relatively lowresistance and including each a differential electromotive deviceoperatively connected to a signal, one branch of the differentialelectromotive device being permanently closed and the oth or branchthere of connected directly to a sectional tram or service rail on oneside and to the continuous tram or service rail on the other.

17. In a system for controlling the movements of electrically operatedrailway vehicles, the combination with the power circuit, of a normallyclosed controlling circuit governed by the power circuit, and means fordeenergizing said controlling circuit and automatically breaking thepower circuit on the vehicle and applying a brake.

18. In a system for controlling the movements of electrically operatedrailway vehicles, the combination with the power circuit, of a normallyclosed controlling circuit governed by the power circuit, a track signalgoverned by the controlling circuit, and means for deenergizing saidcontrolling circuit and automatically stopping the vehicle.

19. The combination with a line of way having a normally closedelectrical controlling circuit, of a vehicle movable along said line ofway, an automatic controller governing the movement of said vehicle, atrip on the line oi way and. movable into the path of said controller,and electrical trip-o )erating means on said line of way and included insaid controlling circuit and o aerative for normally holding said tripout oi action.

20. The combination with a line of way and with a vehicle movabletherealong, of an automatic controller governing the movement of saidvehicle, a trip on the line of Way and movable into the path 01" saidcontroller, and a solenoid connected with said trip and electricallyoperative for normally holding said trip out of action.

21. The combination with a line of way and with a vehicle movabletherealong, of an automatic controller governing the movement of saidvehicle, a trip on the line of way and movable into the path of saidcontroller, electrical trip-operating means on said line of way andoperative for normally holding said trip out of action, and a powerdevice of another character for shifting said trip into action.

22. The combination with a line of way and with a vehicle movabletherealong, of an electrical controlling circuit, an automaticcontroller governing the movement of said vehicle, a trip on the line ofway and movable into the path of said controller, a signal device, andelectrical means on said line of way and governed by said controllingcircuit for operating said trip and signal device in harmony.

23. The combination with a line of way divided into blocks, of anormally closed block' circuit, a vehicle movable along said line of wayand adapted to nullily the effects of said block circuit, an automaticcontroller governing the movement of said vehicle, a trip on the line ofway and movable into the path of said controller, and electricaltripoperating means on said line of way and governed by said blockcircuit and. operative for normally holding said trip out of action.

24. The combination with a line of way and with a vehicle movabletherealong, of a normally closed electrical controlling circuit, anautomatic controller governing the movement of said vehicle, a trip onthe line of way and movable into the path of said controller, a signaldevice, and. electrical means on said line of way and governed by saidcontrolling circuit and operative for normally holding said trip out ofaction and said signal at clear.

25. The combination with a line of way .and with an electricallypropelled vehicle movable therealong, of manual and automaticbrake-controllers, manual and automatic powercontrolling switches thelatter of which is movable in unison with the automaticbrake-controller, and a trip on the line of way and governing theoperation of said automatic controller and switch.

26. The combination with'a line of way and with an electricallypropelled vehicle movable therealong, of an automatic controllergoverning the movement of said vehicle a trip on the line of way movableinto the path of said controller, electrical trip- 0 crating means onsaid line of way, a power circuit for the vehicle having a return feederconnected with the rails of the line of way, and a controlling circuitfed by current from the power circuit and governing said trip-o cratingmeans and adapted to nullify t e current effects of the controllingcircuit by the presence of said vehicle.

27. The combination with a line of way and with an electrically-operatedvehicle movable therealong, of a power circuit for op erating saidvehicle, automatic power and brake controlling means governing themovement of said vehicle, and a controlling circuit fed by current fromthe power circuit and governing the operation of said automatic powerand brake controlling means and adapted to be nullified in its effectsby the wheels and axles of said vehicle.

28. A safety system for railways including a power circuit whichembraces a power house generator, a feeder and one of the track rails,the latter being electrically continuous throughout its length, and theother rail divided into insulated sections; in combination with a seriesof signals and tri s or stop devices associated in pairs, there eing onesuch pair for each section, and each pair normally held out of action,by an electromotive device included in a closed electrical circuit andadapted to be operated by the force of gravity in harmony or unison whensaid circuit is broken; together with circuit connections between theelectromotive devices and the sectional track rails, whereby when anysuch sectional track rail and the continuous track rail are electricallyconnected, the corresponding signal and stop device will be released,substantially as described.

29. A power circuit embracing a power house generator, a feeder and oneof the track rails which is electrically continuous throughout itslength; the other track rail be ing divided into sections electricallyinsulated from each other; a trip or stop device for each sectionnormally held out of action by an electromotive device included in apermanently closed electrical circuit; circuit connections between eachelectromotive device and the corresponding sectional track rail, thecircuit relations thereof being such that when any sectional track railis electrically connected to the continuous track rail the trip or stopdevice is automatically released and assumes an operative position,substantially as described.

30. A power circuit embracing a power house generator, a feeder and oneof the track rails which is electrically continuous throughout itslength; the other track rail being divided into sections electricallyinsulated from each other; a trip or stop device for each sectionnormally held out of action by an electromotive device included in apermanently closed electrical circuit; circuit connections between eachelectromotive device and the corresponding sectional track rail; incombination with an automatic controller carried by a car and providedwith means adapted to be actuated by the stop device when released,substantially as described.

31. A trip or stop device operatively connected to the movable part of acontrolling electromotive device included in a closed electrical circuitand normally held out of action and within a housing or inclosure, sothat it is protected from the weather and from the maliciousinterference of trespassers; in combination with an automatic controllercarried by a car and provided with means adapted to beactuated by thestop device; together with circuits and circuit connections operativelyconnected with the electromotive device and adapted to be actuated bythe car in its movements so as to release the stop device and place itin operative relation with the aforesaid controller, substantially asdescribed.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CHARLES J. KINTNER Witnesses JAMEs P. J. MORRIS, M. F. KEATING.

